Tbaih-contbol appakattjs



KAUFIAANN @L M. FREEBLL 11mm CONTROL APPARATUS.

APPLICATION FILED AFR.' I4| 9l5.

a Patented Aug. 15,1916.

3 SHEETS-SHED' l.

' wrrNEssEs R `wr mmh/[ANN am. MQFREEBLE imm rCONTROL APPARATUS. APPLICATION FILED APR.14, 1915.

' Patented Aug. v15 1916. l

3 SHEETS-SHEET 2.

. G w V1 GWA@ .,lEL

WITNESSES I l ha. Wm@ Y y TT. M. KAUFMANN I T. MTREEBLE.

' TRAIN CONTROL APPARATUS.

APPLICATION FILED APR. I4, I9I5.

Pafnted Aug.' 15, 1916.

3 SHEETS-SHEETS.

Y' Pennsylraniznhave invented else besubject to an automatic stoofv TRAIN-CONTROL A'PAn ififusv Y Appnaeonfnedaprnm,1915." serial Nb. 251,307.

yTo ZZ whom t may concern.'

Be it known that we, Raniero MKUF- MANN and THOMAS' M. Fnsnisnn, both citizens Ioi. the UnitedStates, and residents, ren

spectively, of Pittsburgh, xAllegheny county, Pennsylvania, and Rocliester,`eaver county,

a new and useful Train-Control Apparatus, of which the following is a` full, clean-and exact .descripreference being had tothe accompany#A part of this specifica-fk tion, lng drawings, forming tion, 1n wlnch-'- e Figure 1 is a sectional eleyati'on, largely' diagrammatic View ot apparatus embodying our invention;` Fig. 2 is a .diagram showing an arrangement of track circuits; Figs.V 3 ande are detail sectional views of two of the valves employed; Fig, 5 is a sec-r tional View, largely diagrammatic, shoiving.

whereby an engineer or inotorinan,

predetermined track conditiona, will' be comf detail sectional view of the a modified form oi apparatus; Fig. 6 is a equalizing valve; and Fig. T @detail sec-v tional view'cf therotary valveishoyvrn 1n Fig. 5.

' v apparatus,

.()ur invention has relation to train control and is designed to provide means of!` simple, reliable and efficient character,

'under ucethe speed of his train, or

pelled to red Our l, invention provides apparatus otthis characx the train Y:and `orders- 4ter in which theontrolof 'the train is left largely fin thehands of thev engineer or1n0-v proimrly obeyed. if, .,howeyer, such signals a rel fno't' obeyed, `the control of is automatically taken` fromv his hands and the train, is brought to a stop. Broadly considered` our invention comprises .a speed-controlling device. `:for the means for such device acted .upon at 'all times by the/'speed of the train, and havingfits ,normal condition dependent i up'on the speed of the' train; 'anflsuppleinentarv speed-con# ',trolledfmechanisnnfitself controlled by track' conditions, and operating under predeter- .mined tracl; conditions to modify the nor- 50-mal loperation of sind means and 4reifeet the operation or' the sneed-controlling devicef rotary pressure-- signals: and .order-s. are

i *withoutturning-thepiston.'

brake Valve.; @operating Ourinvention will behest understood by l.

erratas PATENT rr-ier. f,

M. rnnnrnfrieocnnsrn.

' raremen- Alig. 155mm.

' reference to' the aecompzmyingv drawiii-gsl in ments. y o In these fd'rawings, the? numeral. '2 desighatesr an air-'pipefextending to the .main reservoirozttheA `air-brake system. This pipe leads into hpressure cylinder Sfharijig ing capable of various mechanical .emboditherein aiiexible diaphragme, `1controlling,

` through the connections 5, a brake' release valve G.' *This release valve 6 controls-a port 7 in thetrain airpi`pe8. When the valvejtl is open, air from tliepipe' Sescapes'through the port into thespace 'or chamber behind 'the diaphragm 4, and thence tothe" atmosphere through any 'suitable opening,--such`as "thatshownlat 9. 4 l K The numeral 10designt'e's a shaftfm'ounted forrotation andalso for endwisefmoafement, which isconstantly driven .when the train or vehicle vvis in lmotion by suitableconr,nectioii with one oi the driving axles (not shown l. `This shaft will be referred-tohere? inaiter as the speedometer shaft. @nel yend portion of this shaft extends Within/one end portion ofgiythecylinder. yand `carries in said cylinderwaPpiston This piston is fixed: to lthe shatt- 10' to inoveendwiseftherejournal lbe'aringsdn `the piston; such as indi- 13v 1s a centrifuge' member-Which isfpiv'- oted to the',v speedometer VshaftI f at' 14. This rmglymg in, an oblique-piane and haring a loose :engagemetat 15 with-fthe slot of a fixedframe member l'iinfwhieh theshaft 140 Iisvjournaled. i" 'Pfl 17 lisa coiled spring.whichjactsupon the shaft lOin opposition, to the centrifuge. It

member is Ishown, as lbeing 'in thelermA of a l willbe readily seenthat asthe speed of the ,shaft v10 increases, 4vthe rcf'ehtri'fuge= member vill tend toassume amore nearly were. dicular position, andthat in doing fit will stem being connected to a lever 20 having a fixed pivot at 21 with its free end portion engaged with a grooved collar 22 on the speedometer shaft 10. 23 is another valve 'in the pipe line 2. This is shown as being of the rotary type (shown in detail in, Fig. i

4) and is designed to be opened by the deenergization of a magnet 24 through the connections 25. This magnet is controlled by'l any suitable arrangement of track apparatus. This does not form any part of the present invention and may be of various characters andarrangements. In Fig. 2 we have, however, shown an arrangement of track circuits for controlling this magnet for the purpose' of illustration only. In this arrangement, the magnet 24 is included in alilocal circuit 26, including a battery 27, and a` relayy armature 2S. The latter is controlled by a relay magnet 29, whose circuit is grounded at both sides on the frame of the engine or vehicle indicated at 30, upon opposits. sides `of separating insulation 3l. The connection at one side is made through i an armature 32 of therelay 29. 33 designates track relays connected across the track y rails,` 34, tand 36. i

Without furtneruescriomg in detail the circuits shown, it will be apparent from Fig. 2 thatY so long as the magnet 29 renains energized, the magnet 24 Will also remain energized, the latter being in a nor- 'nelly closed circuit completed through the and' each having `two armatures armature of mag'nct 29. When a vehicle is in a position relative to .the end of one block and the entrance to another block, indicated in Fig. 2, the condition of the magnet-29 will depend upon the condition of the magnet '.33 in the next succeeding block. i

If this rmagnet 33 has been denergized, it will `beapparent that the magnet 29 is also *denergized; while if the magnet 33 remains energized, magnet 29 remains energized.

`.The pressure cylinder 3 is provided with aloaded escape valve 3T, which may be set nto-open at any4 desired `pressure. less than fthgtat which the diaphragm 4 will' operate toopen the valve 64 This escape valve is `located at an intermediate portion in the `Length of the cylinder 3 and the port 3S l.leading thereto. wilLbe open so long as the -`speedsczfpthe train is below a certain point.

.,When, =`however, the speed of the train is increased, beyond this point, the piston 11 will Iirmved suiticiently to the right in F ig. l,

which said shaft can rotate (as in piston 11) and which works in a cylinder 40.

4l is a. pipe connected with cylinder 49. behind the piston 39, and leadinginto `a diaphragm chamber 41, below a dialihragin 41h (Fig. 6) and 42 is another similar diaphragm chamber having a pipe connection 43 leading from below its diaphragm 42 to the cvliuder 3 in front of the piston 11.

44. is a rotary` valve, shown between une two diaphragm chambers 41a and 42. A bar 44a passes through this valve and is connected to the stems 44b of the diaphragme. Pipe 41 has a 'branch 41, and this, in turn. has the two branches 4ld and 41c leading intothe casing of the valve 44.

`45 is a pipe leading from the pipe 2 or other source of supply into said valve casing. Valve44 has the ports 44" and 44 Solong as the pressure behind the piston 39 isequal to the pressure in the chamber 3, the valve 44 remains in the closed or in active position shown in Fig. 6. As the pressure in the chamber 3 increases, the

diaphragm 42n rises, thereby turning the valve 44 until the port 44" connects the branch pipe 41d with the pressure pipe 45.

This admits pressure to the cylinder 40, i

iintil the pressures in 4() and 3 are equalized. This operation will be repeated as often as the pressure in exceeds that in 40. `Pistol 39is, therefore, acted upon at all times by a .pressure equal to that opposing the piston 11;` and as the two pistons are of equal areas,

the effect upon the centrifuge of an in` creasing pressure in 3 is neutralized. li', on the other hand, the 'pressure in 40 is the greater, valve 44 is Vturned 1n the opposite direction to connect branch pipe 41e with the. i

atmosphere through port 44", and thus restore the equillbrium. 'lille particular valw Amechanism just described is illustrative only, and may be widely varied 1n practice,

as may also the equalizing device 1n general.

The numeral 47 designates an indicato' cylinder `52 is a piston 53, connected by a rod 54 with the `piston `l1 The details of this indicator form no part of our invention, indicators of this general character being well knownv in the a ts. It will be apparent that asthe piston llmbves tothe right, the piston 53 will be correspondingly moved, thereby` creatingr a `partial vacuum' in theA pipe,v 51, the extent got this vacuum y being proportional tothe extent otmovepiston -11,`and therefore, profk ment of the p portional at all times t the `actualseed I' of the train. The pointer 49 will, there re, 10

at all times indicate 'the actual speed of thetrain. The rpointer 48 is actuated by a pipe connection with the' air-pipe 2, the

pointer being moved by the pressure. in said pipe. ,Thisl pointer 48, therefore, indicates the permissive speed of the train, 'as will be hereinafter'described.

` The general operation ofthe invention as l thus far described is as follows: Valve 23 is normally held closed by the action ofthe magnet 24, so long as normal track conditions exist. Vhen, however, theimagnet 24 is denergized, as, forin'stance, when;` thevv train receivesa cautionsignal, the valve 23 is opened, thereby admitting airinto the valve chamber 19 from the pipe 2, The port l9acontrolled by'the valve 19 is shown as, being 'of narrow .oblong form, 'and' the ex-y tent of this port which isuncovered at any particular` time depends directly upon the actual speed yof the train at thatk time, due

to the connection of that valve 'to the lever 20, which is, in turn, connected lwith the y 'speedometer shaft 10,v `As soon, therefore, as the valven23 lisopened,v air commences to of the train. It the speed of theltrain at this time is below-the predetermined maximum, the escape port/38 will be uncovered and the train can proceed' atja'b'out this speed, without the brakes being applied. 'If

i the speed is above the maximum, .a comparatively shortltiine -will, be required to'open the valve 6, as thelport 38` becovered and the valve 19Ywillbe comparatively Hwide op'en. 'To lavoid the' applicationo'ffthe brakes, the' engineer mustl at once' reduce his speed below this maximum. The pointer '49 shows the engineer his actual speed, and the pointer 48, wliose position is kdependent upon the .degree of pressure in the cylinder 3,

v.shows the engineer the permissive speed at `which he may continue `to runwithout the 'brakes being applied. Independent of track ."conditions, if the speedr of the train at any "time exceeds apredetermined maximum under normal conditions, thepiston 11 will move to the right asthe speed inc'i'eases'uns til the projection 11a thereon `will :contact f "with the diaphragm 4 and-openthe release valve 6`, and vthus applyj the brakes.r "This action', is independent: of pressures in the cylnder. We'

Although notessential to our invention, .We prefer't'o provide means which will' ef,- fect the automatic application otthe brakes should any part o fthe apparatus get ou'iiiiit".v

working condition.'y This A'part of lfour 4in'- f' vention corresponds generallyrto'the' func tion of a normally" closed circuit in elec.- jtrically operated systems. Itconsists rin maintaining in the pressure chamber of the.'Y

cylinder 3 at all `times a certain" minimum pressure, and in providing meansA whereby if this minimum pressuie'is not maintained,

y by reason of leakage, the brakes willbe applied. Normally, this minimum pressure is:

insured by `the, operation offra diaphragm the pipe 8 to the cylinder 3A Thel diaphragm is subjected at' one side to the same'pressu're Aas that existing Yin the cylinder :3; /If the pressure. in cylinder '3lfalls .below the prevalve 59w'hich is placed in a bypassi'i'A from determined. minimum, the. diaphragm-will act to open the valve 59 -andy admiftlmorev `air to saidl cylinder through the 'bypass v57; If

lfor any lreason the apparatus isnot'iiiffproper 'working condition, and this minimum pressure is'notmaintained', the brakes Awill be applied bymean'sfof the continued escape of pressure the valve59.

,After having received a trackiiiidicatibii, -it is frequently' necessaryfory the-train-f'to 'backup withinthe block,fandtokeep the".A

apparatus in normal lworkingr condition during` this backward movement of'` the train5l^= 'any pressure which has been'built Yup in the cylinder 3 should? be reduced to an 'extent corresponding to the backward movementof the train.l For this purposefwe provideftlie reversevalveil and connect 'the stemofrthis valve," as indicated at. G2, with' tlierengineens ,reverse valve lever (not shown)` lflli'e 'valve Gllis .normally in the position"'shownriiiFigL h with an escape pipe 63 having the escape valve 64, and also `close entryof air into the from tliepipe 8 through l imi iio

izo

pipe 2. Escape valve 64 is set to beopened i by a pressure greater 'than the 'minimum'als lowed in vcylinder 3, so as to keep pressure iny cylinder 3 at its minimum. With kthe valve 61 inI this reversed position, air will pass backwardly through the valves' 19 and 23 and will escape through the lpipe-63 to an extent determined by the speed of the backward movement and the distance traveled. When the train again starts forwardly, the proper conditions have thus been restored. In this manner, when the train again starts forward, it will start with the same pressure condition in the cylinder 3, as if the train were initially starting from the point to whichit was backed. l `For the purpose of permitting escape o pressure from the cylinder .3 after normal traclrconditions have been restored and the valve 1,23 has been closed by the renergizing of the magnet 24, the pipe 2 is provided with the bypass pipe 65 leading around thevalve 19 and` into the casing of the valve 23.` The c valve 23 when closed has a port 66, which connects the pipe 65with a branch pipe 67, leading to the 'escape pipe 63. This port is 'closed when the valve 23`is opened so that no air can escape through it, except when said valve is closed.

y In'Fig. 5, we have illustrated a modification of our invention in which, instead of a actuates the brake-applying valve f7l. The

'chamber 68.

rod 72 of the piston 69 carries another piston 73 at its opposite end` working in a chamber 73, havinga port 74, leading therein behind the piston 73. 7 5 is the admission i pipe leading tothe opposite end of the The numeral 76 is a rotary valve for controlling the ,ports 74 and 7 5 and has its stem 77 geared to a moving part of the train, a portion of the gears being shown at 78. This valve has a plurality of peripheralpockets 76:al which, as it is rol tated, aresuccessively filled .with air from form first described the main supply pipe (leading through the valve 81 hereinafter described) and discharge such air into .the pipe 7 5. The valve `also has another series of pockets 7 6b which,

in a similar manner, transfer air to or from the pipe 74, from the supply connection 76. This valve corresponds to the valve 19 of the 79 is a valve corresponding to the valve 23 of the.` form rst described, and controlled by a magnet 80,

corresponding to the magnet 24, and controlled by track conditions# 81 is a valve correspondingtothe valve 61. 82 is a compensating or balancing cylinder `and piston acting upon the piston rod 72 for the same purpose as the cylinder 4() and piston 39 of the form first described. `l

hragm and valve mechanism for equalizing as pressures on the piston 69. and which is 82u is the dia-` similar to that before described. 83 is an` indicator similar to the indicator 50 and actuated in a similar manner. Air is being constantly admitted into the chamber 7 3a bethe action of the pockhind the piston 7 3 by ets 7 6b off the valve :6 until the pressure behind said piston equals the supply pressure (if the speed ofthe train be great enough) and said piston and the piston 69 are moved Y to theright a `distance proportional to the speed of the train. Normally, no air is being admitted to the cylinder 68,; butwhen the magnet is engaged to `open the valve 7 9 to the position shown in Fig. 5, air Will be admitted to such cylinder; and the pres- 30 sure therein will be proportional t'o the speed of the train and the distance traveled by the train 'after magnet 80 is denergized. lt will be readily seen that-the action 'of the apparatus shown in this modification is in 35 all respects similar to that first described, except that the piston 73, together with the means for admitting i. air pressure behind saidpiston, takes the place of the centrifuge position of the valve 7 6 is controlled by the speed of the train, the greater the speed the greater being the amount of air admittedbehind the piston 73. 84 is a small escape l member `13. Itwill be understoodthat the opening for venting the air 'behind the pis 95 ton 73.

In the embodiments of our invention which have been described, it will be noted that the air required for its operation is derived from a connection with the usual air 1,00

modification. Itmay, however, derive pres-` sure from any suitable source. By the use of the system. if an engineer fails to obey a caution signal and reduce speed within safe limits, the train will automatically Abe brought toa stop. By properly reducing the speed, the train may be allowed to `proceed under a safe speed until a further track indication is received. u

It will be understood Athat the y word train as used herein and in the appended claims is designed to include eithel` a number of vehicles or a singlefvehicle. It will also be understood that instead` of a brakeapplying valve, any other suitable speed controlling means maybe employed.

The present application is a continuano; in part of our application Serial No. 852.207 filed July 21, 1914:. A i

We claim: y

1. Train control apparatus, comprising a pressure chamber,fmeans arranged to be operated by a predetermined pressure in said `chamber to conti-ol the speedl of. the train.

means normally controlled by` the speed o` the train and working infsaidiehainber te 180 SulDSta-ntially asdescribed,` .n .V rLra'm control apparatus, comprising' a pressure chamber, means operatedfby pres.

' sure in `said chamber to,control `the speed .of

the ltrain, a piston inf-:said chambermeansyI for' moving said `piston linA accordance rwith the actual speed of the train, and ymeans ope;

eative under predetermined conditions and l controlledby the speediof thev train forlad.-

ymitting pressure to ysaid chamber,substan.

tlaflly asdescrlbed.

.'` Train control apparatus, comprisingfa'" pressure chamber, i means operated yby pres,-

" surein said chamber tocontrol the speed of f tial-lyasdescribed* I tus, comprising a ,f the train; va piston in saidfchamber, means fort moving said piston .in accordance with,`

the actualspeed oftheftrain, and-means op.- erative under predetermined conditions and controlledl by the speed of the ytrainforfadniitting gp'ressure ,to y said chamber, together With'meafnsfor maintaining `atall times a.v minimum/pressure 1n said chamber, substar'l'ey 4, Train kcontrol-*appara pressure chamber, means 'operated by pres,

sure 'said chamber 'to'y control `the yspeed of 'the train, a piston: in; saidchamber, means,` `for moving said piston `l1n :accordance with the actual speed of the traimandmeans opi, erativennder predetermined;conditions.and

` controlledby the speed of the` train forgad l mitting pressure to said chamber, and means for maintaining at all-timesg ay minimum pressure in Isaid.v chamber, .togethemkwith meansor eecting'theautomatic operation ist ' of the speed control I.devicef'jit thepressure in saidchamber falls below-su h minimum; substantially as described.;` p. y* f 5.' Train controlapparatjus, comprising a' I pressure chamber,meansoperated bypres- '4&5

yf .6. Train controlapparatus, comprising a i `pressure chamber, means operatedy by pres- `sure in said chamber to control the speed of the. train, a'piston in said chamber, means ormovingjsaid piston in accordance with 'the actual` speed of thetrain, andlmeans f operative under `predetermined 'conditions v and controlled by the speed of the trainfor admitting pressure' to j said chamber, to-

. getlier with meansffor indicating the'r actual speed of the train and the permissive speed a'ect 7the pressure therein, and meansxfor v admitting pressure to said chambenconf' trolled by track conditionswand also bythe speed 'of the train under such" conditions,l

of the train and pressure connectionsV with"` means, substantially asdescribed. p

V7. r'.lrain control apparatus, comprisinga' i pressure chamber, means.` arranged to, be' 'operated kby increase `of pressure'r 1n said the apparatus fory operating the indicating 1 chamber for controllingtlie speed of the /train,` a piston in saidpchamber, an escape from said chamber larranged to be closed by,`

the pistonvat' an intermediate pointof its movement in the chamber, trai1i-atuated means for moving'said piston in accordance with the speed me aan, and' valve meerA anism for admitting pressure to 'said cham-v, i

. ber'under predetermined conditions, said ditions and in part by the speed of the train, substantially as described, 'l

. .8J valve being controlled inpart by track con;

. 8, Traink control apparatus, comprising al pressure" chamber, means 'operated by change opress'ure in Vsaid chamber to control the speedof the train, a piston in said cham-- bei', a. train-driven, member arranged' to,

move the zpiston inac'cordance :with the speed of the train, andlmeans vfor comporr-r 'eating the: electof change ,of pressures `ir l said chamber uponl the `,movexnent of said piston `substantially yas described; l i

9.,* rain control apparatus, comprising a pressure", chamberf means `voperatedfby change of pressure in said chamberto conf' trolfthe speed of thetitaimja `piston in said chamber, a train-driven member arranged to move the pistonfn accordance With the speed of the tram, and mean'sfor compen-y A satingfor cha-nge of pressures ,insaidcli'am ber upon the movement' of said` pist'omfsaid means comprising` an auxiliary pistn'andt cylinder arranged to act upon thepiston in opposition to the pressure in said chamber, substantially'as described.` y

'410. Train controlapparatus, comprising a' pressure chamber, means arranged to 'be operated by change of pressure lin said chamber to' controljthe speed of the'train, a piston in said chamber, anendwise mov ilo able shaftxarrangedto move the piston'in i thejchamber, a centrifuge which effects an `endwise movement of the shaftproportional tothe speed of the train, and valve mechanism for controlling the pressure rinsaid chamber, .saidl valve `mechanisn'l being con trolled yin part bytrack conditions and in part by the speed ofthe train, substani tiallyas described. y y

11.".Tra1n control apparatus, comprising a` ypressure chamber,. means operated by change of pressure in"k said chamber `for conl,A

trolling the speed *ofY 'the train,"gy train actuatedpnfieans for effecting a movement kot' the piston in the chamber in proportion `to the actual speedk of the trainjapassage` for admitting (pressure rto said fciia'mber, am valve controlling' saidl passage `and 1tself- .controlled by track cond l: ons; and. another actuated means for effecting a movement of the piston in the chamber in proportion to the actual speed of the train, a passage for admitting pressure to said chamber, a

' valve controlling said passage and itself controlling said passage and itself con? controlled by track conditions, and another valve also controllingfsaid passage and itself controlled by the speed of the train, together with means for effecting an automatic operation of the speed-controlling means when the pressure in the chamber becomes less than a predetermined minimum, substantially as described. V

`13. Train control apparatus, comprising` a pressure chamber, means operated' by changel of pressure in said chamber for con trolling the speed of the train, train-actuated means for effecting a movement of the piston in the chamber in proportion to the actual speed of the train, a passage for ads mitting pressure to said chamber, a valve trolled by track conditions, and another valve also controlling said passage and itself controlled by the speed of the train, together with means for permitting the escape of pressure from `said chamber after operation of the said valves and when nor- `mal track conditions are restored, substan-- tially as described.

14. Train control apparatus, comprising a pressure chamber, means operated by change cf pressure in said chamber for controlling the speed of the train, train-actu ated means for effecting a movement of the piston in the chamber in proportion to the actual speed of the train, a passage for admitting pressure to said chamber, a valve controlling said passage and itself controlled-by track conditions, and another valve also controlling said passage and itself controlled bythe speed of the train,l together with means c, for permitting escape of pressure from. said chamber after operation of said valves and during reverse movement of the train, substantially as described.

15. Train control apparatus, comprising a pressure chamber, means operated by pressure in said chamber to affect tlie speed of the train, a. piston in said chamber, a traindriven shaft connected to the piston to move it endwise in said chamber, a centrifuge carried by said shaft to effect an endwise Inovement thereof and of the piston in proportion to the speed of the train, a pressure supply passage leading into said chamber, a valve controllingsaid passage and having an actu ating connectionwith said shaft, and ansubstantially as described. A

`controlled shaft for moving the piston,

means controlled` byfthe movement of the train under predetermined conditions for modifying the action of said piston, and speed-controlling means arranged to be op-` erated'by said piston when thespeed ofthe train exceeds a predetermined maximum,

.ai i

17. Train control apparatus, comprising a;

pressure chamber, means controlled by said chamber for affecting the speed of the train,

a piston in said chamber, a source of 4pressuresupply for the chamber, a. speed indicator connected to the pressure chamber to indicate the. permissive speed of the train, and another speed indicator connected to actual speed of the train, substantially asl described.

in said chamber in accordance with the speed of the vehicle, means controlled by track conditions for modifying the pressure condiby the pressure in said chamber for control `said piston and operating to indicate the iii.,

`tions in said chamber, and means operated' ling the speed of the train, substantially as described.

19. Train control apparatus, comprising an air chamber, a train-driven speedometer element working in said chamber, to affect the pressure theigekimial,sectionaltrack, track apparatus, and means controlled by the'track apparatus for controlling the flow of air into and the pressure in said chamber, `substantially as described.

20. Train control apparatus, comprising a pressure chamber, a speed-controlling devlce operated by the pressure in said chamber, and means for controlling the pressure in said chamber, said means being controlled in part by the` actual speed of.theltrain at the moment, and in part by the distance which the train has traveled beyond .a pre-` determined point in the track under termined trackxconditions,substantie) ly as described y i 21. Train control apparatus, comprising a pressure chamber, a speed-controllin device operated `by .the pressure in said amber, and means-for controlling the pressure in said chamber, said means bemg controlled 2,5

Adetermined point in the track under predetermined track conditions, together with means for preventing the operation ofithe redespeed-controlling device when the speed of the train is'lbelow u predetermined m'zlXimum, substantially as described. 2:2. Train control apparatus, comprising u.

5 pressure chamber, a speed-controlling device operated-by the 'pressure n said chamber, and means .for controlling theprcssure in said, chamber, said means being controlled in pm't by the actual speed of the train at the 10 moment, and in part by the positionofthe train with respect to n. vpredetermined point inthe track under predeterminedtrack con-k' ditions, together with meansv for autQmati-- callydecreasing the pressure in sid cham-1" ber upon reverse movement stnntialiy as described.

RAYMOND M.- KAUFMANN. T. M. FREEBLE.

Witnesses: l

NELLIE' GroLDsTnIN,` ,A. F. EMMONS. f

of the train, sub- 

